Car-brake



(No Model.)

2 Sheets-Sheet 1.

H. WALTER.

GAR BRAKE.

Patented Apr 14, 1885.

Q ,ffly'z: l' K i z a E A o 3 al A i 0 i Q J y 0 a o o J? (No Model.) i 28heets-Sheet 2\ H. WALTER.

UAR BRAKE;

No. 315,982 Patented Apr. 14, 1885" 6 a A 0 v j 0 e 4 a J o B 66 o A if X M z o J UNrTnn STATES PATENT Orrrcn.

HUGO WALTER, OF CINCINNATI, OHIO.

cAR BRAKE.

SPECIFICATION farming part of Letters Patent No. 315,982, dated April 14, 1885.

Application filed February 10, 1885. (No model.)

To all whom it may concern.-

Be it known that I, HUGO WALTER, of Cincinnati, in the county of Hamilton and State of Ohio, have invented certain new and useful Improvements in Continuous Gar- Brakes, of which the following is a specification.

My invention relates to frictional car-brakes.

One of the objects of my invention is to provide a transmitting frictional clutch, taking the power for applying the brake from the axle of the wheels to which the brake is applied.

Another object of my invention is to provide suitable means for operating a series of frictional brakes from either end, or at an intermediate portion of a train of cars,by means of a continuous cable operated by a drum from the independent axle of the car,other than the one to the wheels of which the brake is applied.

Other features of my invention will be fully set forth in the description of the accompanying drawings, making a part of this specification, in which- Figure 1 is a plan view of my improved frictional power-brake; Fig. 2, aside elevation of the same; Fig. 3, a top plan view of the frictional brake on one truck-frame, and of the controlling apparatus mounted on another truck-frame.

A represents the car-wheels; a, the track; 13, the axle to the wheels of which the brake is applied; 1), the inner axle of the wheels opposite'the brake-wheels; C, the car-wheels on truck-frame N. Upon the brakeaxle B a frictional cone, D, is secured to act as a driver to transmit motion for moving the brake-lever.

E represents a transmitting frictional cone mounted on shaft 6, which is supported in journals formed in brackets 1, which are securely bolted to the cross-rail 2 of the truckframe.

3 represents the standard, to which is pivoted lever 4:. 5 represents the free end of shaft e, which is adapted to move laterally in its journals. 6 represents a sheave-block; 7, a rope or wire cable running over the sheave 6.

G represents a frictional cone-pulley secured upon shaft g,which is journaled in brackets H.

. I represents the sill, to which the shoes iof the brackets are applied at either end in the usual manner.

J represents the brake-lever pivoted to the sill I in the ordinary manner.

K represents the connecting-rod connecting the brake-levers .T on the opposite sides of the truck-frame.

In the ordinary operation the brake-levers J are operated by the hand-brake, the chain of "the brake-rod being connected to the loop L,

by which means the brakeman sets the brakes.

The brakes herein shown,being the ordinary hand-brakes, may have the chain attached to the brake-levers J,in addition to my frictional brake movement, which is attained by means of chain M, which connects loop L of lever J with the axle g or cone G, so that as cone G is revolved chain M is wound around either the hub of the cone or the axle y, and lever J pulled inward to set the brakes 6 against the wheelsA. Inorder to setthe cone Gin motion, lever 4 is pulled by cable 7, so as to'move shaft 6 inward, bringing cone E in contact with cones D G, thereby transmitting motion from axle B to axle g, winding chain M and mov ing the brake-lever J. I have designed two ways of operating these conesone upon the car itself by a singlerope running from lever 4 to the platform or any other convenient portion of the car, so that the lever may be pulled by hand,and the other by a continuous cable, 7, operated at either end of the train by the following instrumentalities: N represents a broken section of an ordinary truck-frame, showing a single pair of wheels which do not employ a brake mechanism. 0 represents a half-section of another ordinary truck-frame, to which mechanism is applied. These two truck-frames may be placed, say, under the caboose, and a similar truck, N, either under the tender or under the engine. 8 represents a frictional cone-gear on shaft (2. 9 represents a transmitting-cone on shaft 10. 11 represents a second transmitter on shaft 12. 13 represents a drum on shaft 12. 14 represents alever operated similarly to lever 4. 15 represents a cable running from lever 14c to the cab of the engine when the truck-frame is attached to the tender or the engine,and inside of the car when it is attached to the caboose or an inter- IOC mediate car. When the cord 15 is pulled,lcver 14 moves shaft 10 inward, causing cone 9 to come in contact with cones 8 and 11, windingdrum 13, over which cable 7 is wound. Cable 7, running through the sheaves 16 and 6 of lever 4 of each of the cars,sets each of the frictional cones 6 upon each set of trucks and operates the respective brakes of all the truckframes simultaneously. Thus the trucks of each truck-frame throughout the entire train may be operated by the winding of the cable 7,passing through the sheaves of levers 4. A slacking of the cord operating levers 4 and 14 releases the frictional setting-cones, and the transmission of motion to the brakes instantly ceases.-

Instead of operating the drum 13 by the frictional cones, other means-of operating the drums might be employed by power taken from the engine; but in order to operate the cable 7 at any intermediate portion of the train the power must be taken from an axle which is not subjected to the slowing motion of the brakes, and any other means of trans mitting power from the axle I) might be employed and still retain some of the features of my invention herein described.

P represents a drum or axle, over which the cable 7, leading from drum 13, may be wound, and by using the driving-drum 13, or an equivalent driver, the whole series of brakes may be operated by the chain M and a series of intermediate shafts, upon each truck-frame, without employing the frictional gears D E G upon each oft-he trucks.

I claim- 1. In a car-brake, the combination of the two cones E and G, one of which is movable, and thereby capable of being brought into direct frictional contact with the other for operating the brakelever J, substantially as de-. scribed.

2. In a frictional car-brake, the combination of the cone-pulleys D G, the reciprocating shaft 6, and cone-pulley E,operated by a shipping-lever, substantially as specified.

3. In combination with the shipping-lever 4 of the settingshaft e, the continuous cable 7 and sheave 6,whereby a series of levers on different truck-frames may be simultaneously operated by the continuous cable 7, substantially as specified.

4. In combination with the cable '7 and shifting -]ever 4, the winding-drum. 13 and clutch-gears operated by axle b of the truckframe N, substantially as specified.

5. In combination with the truck-frame N,

the winding-drum 13,driven by shaft b,and intermediate transmitting devices and clutch mechanism for stopping and starting the same, substantially as specified.

6. In combination with the drum 13, op-

erated by suitable driving mechanism, the drum P,arranged on the secondary shaft g,and chain M, connected to brake-lever J ,whereby the series of brakes may be operated by the continuous cable 7,w0und around said drums,

substantially as specified.

In testimony whereof I have hereunto set my hand. HUGO WALTER. Witnesses:

ROBERT ZAHNER,

.JNO. S. ROEBACK. 

